Adamw

I have already replied to Jay via email, but for the interest of any that may be following along this thread, the reason that Aux 8 is turning "off" (or not turning on) in those screenshots above is there was a critical piece of information missing. That missing information was the Aux 8 DC table had zeros in it in those regions - so even if the activation conditions have been met, when you have a PWM output with a DC of 0% it is effectively (and logged as) "off". It would be nice to be able to log %DC one day to make this easier to visualise on a log...

The EC sensors that we sell have AN6 fittings already fitted. But you can also buy AN fittings that clip on to the "push on tails" from most of the big hose/fitting suppliers. It is most common to run these fitted in the return. I have even seen them on some "big power" systems where they just bypass a small amount of the fuel through them so that it is not a restriction.

I dont even know what that fuel table was from - it was just whatever map I had open at the time. Our general recommendation is to use MGP as a load axis rather than MAP. The reason is MGP compensates for changes in barometric pressure (or altitude) better.

I said set it to falling earlier because at that time you had nothing connected to the DI and you wanted it to be turned off. When your switch is turned "off" the DI will be at 0V, we call this "low", when you turn the switch/button "on" the DI will see 12V, this is called "high". So, we set active edge to "rising" because we want the launch to turn on when our DI "rises" from low voltage to high voltage.

Yes, except active edge should be rising.

I think you actually want a "Time Plot", our "XY Plot" is actually more like a scatter graph, where as it sounds like you want a trendline type display. So yes you can do this. Just right click on any spare space on your tuning page then >new view>Time plot. Choose the parameters you want to display and the time base scale etc. You will need PC Logging running during tuning for this plot to be live (F8 to start logging or set up some auto start conditions).

Can you email us your map and log from above, include a link to this thread so we know what it is about. I will have a play on the sim and see if I can find or explain the issue.

Obviously the ECU will still be commanding the same injector pulsewidth so the only thing that can change AFR is either a change in air flow or a change in fuel pressure. Since you have done little that would influence air flow I think you can jump to the conclusion that fuel pressure has changed.

With those settings above and nothing connected to the DI, launch would be on all the time. Set the DI active edge to falling and it should turn off.

As Brad and I have already said above, there is no 5V supply at the standard MAF connector. There is a 0-5V "output", but not a 5V regulated power supply. It would need to come back to us in New Zealand to have a 7Bar internal sensor fitted. Your easiest/cheapest options are those given post #4 above.

KnockBlock G4 Manual.pdf

The sensor pinout for the press sensors that we sell are in the help file:

No. At the moment development time is allocated to existing projects and I dont think much will be happening on new plugin applications for sometime. Your post above hinted that you only have an engine - do you have a whole car or just the engine?

Go for a drive with your laptop connected. Turn on snake trails and watch your fuel table during a high speed lift off, take a note of the cells in the table that the snake trail moves through. Most likely it will be the very top right cornier like I have highlighted below. Put much larger numbers in these cells. You will probably get more effect if you also remove about 20deg of timing from the ignition table in the same area. Be prepared for a big hit in fuel economy after this change.

Exactly. Knock are dedicated inputs, no assignment needed.

Yes the Thunder DI's were designed specifically to take ABS speed sensor type inputs so you will well and truly be fine. The momentary and toggle settings are mostly just user preference or to allow you to take advantage of some existing switch/button that is already in the car/dashboard/steering wheel/etc. The Toggle setting is used where you have a switch that has two distinct positions, in this case the switch takes care of "latching". The momentary setting is for when you have a spring loaded button/switch that returns to the off position by itself, with this setting the firmware takes care of the latching (i.e one press of on, another press for off) Most functions you can use either type of switch/setting, the exception is Cruise control which only works with momentary switches at present. I believe it is intended to make the cruise switch type more configurable soon. Either is fine for a DI switch.

Hi Dan, how does the transbrake switch work? Does it supply 12v to the ecu when pressed or gnd?

Your map has 2 aux outputs assigned to fuel pump, Aux 5 & Ign 3.. That does not work - you can have only one aux assigned to fuel pump. Usually only the last one assigned will work. If you want the second aux to just mirror what the fuel pump aux 5 is doing then set up Ign 3 as a GP Outpu like below. Ign 3 will then just do exactly what aux 5 does. Another option is to save yourself a precious aux output by connecting both pump relays to the same aux. Edit, added later: Also I just noticed you have 2 aux outputs assigned to ISC Solenoid, this wont work either. If you have a 3 wire valve then Aux 1 needs to be set to "ISC Sol. Slave" Also: Gear shift control is set to be activated by DI1 which you have assigned as anti-theft. I suspect Gear shift control should be turned off. It looks like our base map has gear cut turned on by default so that is probably easy to miss and shouldnt be like that. I will get that fixed for future versions.

http://dealers.linkecu.com/XSL_2

Yes this would be the way to do it if you are starting from scratch. If it is already wired for batch fire then you will probably find it will run perfectly fine like that to. Semi seq you might be able to get slightly smoother idle and sometimes a little smoother run at light loads.

Sorry we dont have a ECU capable of this yet and no plans in the near future. At present the Force ECU wouldnt even be able to run the GDI only part of this engine as we havent yet had one in house to reverse engineer.

As Brad says above the MAF connector is not the easiest option as you will have a find a 5V source from somewhere else. The easiest option is to buy the expansion harness which has the three wires you need. If you want to use the MAF connector then probably the easiest place to get 5V from will be the TP sensor.

Yes that would be the basic plan for start up. Once you get the tune closer you could possibly turn on the idle ignition control to help improve idle and "anti-stall" a little but leave that until you have it running reasonable first.

Yes you have a couple of different types of CLL strategies available in the Xtreme. For your application I would probably use the "Auto mode" which will allow you to continuously correct lambda to match the target lambda table, it also includes some user definable lockout conditions that will disable CLL under certain conditions - for instance during warmup, above a certain RPM or boost pressure etc.

Hi Jay, Sorry I missed your post here the other day. I had a bit of a play around on the simulator myself and can reproduce a similar effect to what you are seeing. If I continuously increase throttle from a small TP, the load correction table doesnt seem to pull the enrichment down as TP increases like my logic would expect it to. Im not sure yet if this is expected behavior and it was just designed to operate that way for a reason or if there is actually a problem with it. We dont get too many reports from tuners about it not working right though so I suspect it must work ok for most. I will get engineering to take a look at it but the main firmware developer is away this week so its not going to be a quick reply.